New Tube for Feasibility Report October 2014

New Tube for London - Feasibility Stage Summary 1

2 - Feasibility Report

New Tube for London - Feasibility Stage Summary 3

Contents

Introduction ...... 5 Context ...... 7 Strategy ...... 7 System constraints ...... 8 Asset renewal ...... 9 NTfL programme ...... 11 Vision ...... 11 Status ...... 12 Feasibility challenges ...... 13 Summary of feasibility activities ...... 15 Capacity - rolling stock ...... 17 Capacity - signalling and control ...... 19 Capacity – infrastructure ...... 21 Capacity – modelling ...... 23 Saloon air-cooling ...... 24 Managing tunnel temperatures ...... 26 Higher levels of automation ...... 28 Project migration ...... 35 Feasibility outcomes ...... 36 Functional concept ...... 37 Design concept ...... 38 Time savings and capacity improvements ...... 46 Service patterns ...... 47 The platform experience ...... 48 Conclusions ...... 50 List of figures and images ...... 52

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Introduction

London is growing rapidly. By 2031, Our aim is to achieve a steady state there will be an extra 1.8m people of renewal where modernisation is living and working in the Capital – a continual process, built into our that’s an extra Tube train of people everyday operations. This will every three days. As a result, minimise disruption and will also demand for provide best value for London and (TfL) services – Underground, the UK, as well as creating certainty Overground, Docklands Light for our supply chain and Railway and Trams – is growing too. consequently greater value for In 2013-14, money. alone carried over 1.25 billion In order to achieve this aim, we customers. must first finish the network Our vision is to be world class modernisation we’ve started. despite the challenge of delivering Around two-thirds of our lines are improved services to an ever- being or have already been growing population. modernised. We are delivering We have recently started to world class service frequencies on experience the benefits of the the Victoria and Jubilee lines as a renewal and modernisation of result of this investment, with work many of our lines in the level of underway to achieve even higher service and comfort we offer. frequencies. Our approach is defined by four This year, the upgrade priorities. These are: safety and will deliver a 20 per cent increase in reliability, maximising capacity from capacity and works continue to the existing network, growing the modernise the Circle, District, network and meeting the growing Hammersmith & City and expectations of our customers by Metropolitan lines. providing excellent customer The introduction of Crossrail service. services in 2018 will also contribute

New Tube for London - Feasibility Stage Summary 5

to the growth of our network, complete by 2025. The remaining increasing rail-based capacity in lines will follow in a sequence London by 10 per cent. which will maximise the benefit By the 2020s, the Bakerloo, Central, from our investment. Piccadilly and Waterloo & City lines This comprehensive modernisation will be operating the oldest trains programme for the deep and signalling on the Tube. We are is referred to as the New Tube for therefore developing a programme London (NTfL) programme. for a comprehensive modernisation A feasibility study has been of these ‘deep Tube’ lines. For the conducted to examine the technical first time, we are procuring a single challenges of delivering this train fleet and signalling system. programme and this report We expect the to be documents the study’s results. first, with modern, air-cooled trains entering service in the early 2020s and the full modernisation

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Context Strategy

TfL’s major programme of investment to upgrade its existing lines and stations, TfL Rail & Underground Priorities and implement new or extended rail Improve reliability and safety services aims to contribute to the Mayor’s Transport Strategy by meeting Improve customer service the goals of: Increase capacity from current network  Supporting economic development and population growth Increase capacity by growing the network

 Enhancing the quality of life for The NTfL programme provides the Londoners opportunity to advance three of these  Improving transport opportunities for key TfL Rail & Underground priorities on Londoners the deep Tube lines: improving reliability  Improving the safety and security of and safety; improving customer service; Londoners and increasing capacity from the current In meeting these goals and ensuring the network. transport needs of London are met, TfL Rail & Underground has established four key priorities for its business, as follows:

London Underground Peak Hour Crowding in 2021 with committed upgrades

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Context System Constraints

The Edwardian-era tunnel infrastrucure comprised the Baker St & Waterloo, the presents a formidable challenge to the Piccadilly & Brompton and the modernisation of the deep-level Tube Hampstead Tube line. lines. Legacy Constraints - Today’s fixed As a system, these lines were not infrastructure constraints on the deep designed to dissipate increasing levels of tube lines originate from their heat from traction energy, leading to a construction, including: 3.5m diameter steady rise in tunnel and station bored circular tunnels, cast iron tunnel temperatures since the lines opened in linings and the line topography. The tight the early 1900s. curvature of lines in the central London Pioneering Technology - The advent of area reflects the arrangement of the the new tunnelling shield method and street plan above ground. electric traction enabled the construction of the world’s first operational electric railway in 1890 with the opening of the City & South London Railway between Stockwell and the City. This was followed in 1898 by the Waterloo & City railway and in 1900 the Central London Railway.

Additionally, the fixed platform lengths, their depth below ground and sub- optimal ventilation systems are all legacies of the original design. The insulated four-rail direct current traction supply still in use today was first introduced with the early deep tube lines. Private Enterprise - By 1907 the network The deep-level tubes present physical of the deep tube lines in central London constraints which severely limit the had been firmly established by private potential for capacity enhancement. entrepreneurs and financiers – notably These require bespoke and unique Charles Tyson Yerkes. The Underground applications for key assets such as rolling Electric Railways of London group stock.

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Context Asset Renewal

Rolling Stock: Legacy trains equipment. Although relatively modern The trains are now over 40 and well within their design life, work is years old and although refurbished in the required in the medium term to ensure 1990s are beyond their design life and the continued reliability of the traction require urgent replacement. Targeted control equipment and maintain fleet investment is required to maintain the serviceability until renewal in the late condition and performance of the 36- 2020s. train 1972 Tube Stock fleet until its renewal in the 2020s.

Legacy Signalling & Control Systems

The Bakerloo and Piccadilly lines are The 86 Piccadilly line trains have equipped with electro-mechanical, fixed benefitted from an extensive block signalling systems dating from the refurbishment in the late 1990s. This 1970s and 1980s. With relay-based 1973 Tube Stock is beyond its design life interlockings, track circuits and line side – with reliability ever-more difficult to signals for manual driving, these legacy maintain – and in urgent need of systems limit the service frequencies to 22 trains per hour (tph) on the Bakerloo and 24 tph on the Piccadilly line. Obsolete line control systems and control room facilities on both lines are a priority for renewal. The Central line was resignalled in the replacement. 1990s with a Westinghouse automatic train control and train protection system The 90 trains of Central line and Waterloo to enable Automatic Train Operation. At & City line 1992 Tube Stock are equipped present, a peak service of up to 34 tph is with the first generation of solid state achieved during the busiest half hour of direct current thyristor control traction each peak.

New Tube for London - Feasibility Stage Summary 9

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New Tube for London programme Vision

The New Tube for London programme aims to provide extra capacity through the renewal of ageing assets by delivering a coordinated series of line modernisations for the Bakerloo, Central, Piccadilly and Waterloo & City lines. This programme supports the priorities of improving reliability and safety; improving customer service; and increasing capacity from the current network through the following:

Comprehensive line modernisation Capacity strategy Catering for London’s growth by Delivering asset renewals in a more significant increasing customer capacity comprehensive, consistent and whilst improving energy efficiency to systematic manner than previously achieve a sustainable line upgrade achieved solution

Technology and asset renewal Customer experience Transforming the operating and Introducing a new generation of energy maintenance model through asset efficient, air-cooled, high capacity Tube renewals and technology-enabled trains and adopting highly-reliable change; adopting resilient models of management and control systems to service delivery through higher levels of deliver an improved service experience automation

New Tube for London - Feasibility Stage Summary 11

New Tube for London programme Status

In 2011, TfL began to develop a studies, safety analysis, operational coordinated series of modernisations for design and strategic option appraisal to those lines not commenced under the assess the optimum scope, sequence and London Underground (LU) Public Private business case for line upgrades delivery, Partnership (PPP) - the Bakerloo, Central, based on: Piccadilly and Waterloo & City lines.  An unconstrained view of future Following the completion of extensive operations and systems design for the preparatory work, the TfL Board next generation of upgrades approved the commencement of the  Research and benchmarking to capture Feasibility Stage in July 2012. After global metro best practice (see blue confirmation of the strategic priority and boxes in this report for key findings) funding status of the programme in At the end of the feasibility stage, the December 2012, the TfL Board approved NTfL concept reached a sufficient level of the programme’s continuation through to maturity for the TfL Board to authorise a defined Gateway assurance stage (Gate the next stage of the programme, the B). Design and Specification Stage. The resulting feasibility studies, which are now complete, comprised a comprehensive programme of technical

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New Tube for London programme

Feasibility challenges

The Feasibility Stage was initiated to The challenge is therefore to ensure that examine the key challenges in service provision on the deep Tube lines modernising the remaining deep Tube is optimised within the limits of the lines and to respond to the following infrastructure constraints to provide the requirements: maximum capacity to meet future demand levels. Capacity The deep Tube lines have fundamental Saloon air cooling system design constraints, especially in Customer expectations regarding public the central area tunnelled sections. New- transport vehicle temperatures have been build metros provide high levels of influenced by the introduction of cooling capacity using long, larger-gauge trains, systems on new trains and buses, which are not possible on our Tube including London Underground’s new S- infrastructure. Stock being introduced on the Sub- Significant increases in capacity can, Surface lines (Circle, District, however, be realised through the Hammersmith & City and Metropolitan coordinated application of new trains and lines). The deep Tube tunnels present a constrained environment for such control systems underpinned by changes to the physical infrastructure. The technology, with the need to consider potential for improvement on each line is the installation of cooling equipment unique to the particular constraints of within the restricted Tube gauge, and that line. dissipation of heat. The challenge is to determine whether Benchmark Finding: The level of trains saloon air-cooling technology can be per hour (tph) chosen by metros is deployed on new trains in the deep Tube the result of a myriad of system environment. design factors (e.g. train length, wheel Managing tunnel temperatures type, signalling system), customer Saloon air-cooling and operation of fast, service / operational factors (e.g. high-frequency services will increase dwell times, crowding levels, access / energy and heat in the tunnels. egress), and business objectives. There is an optimal level for each The challenge is to determine how tunnel metro / line but this varies between temperatures can be managed, whilst applications. enabling the benefits of air-cooling and capacity enhancements.

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Higher Levels of Automation Project Migration The NTfL rolling stock and signalling Approximately one third or 1.4m of the systems will be designed for a service life 4.2m people who ride the Tube everyday of around 40 years. The pace of use the Bakerloo, Central, Piccadilly and technology development and the Waterloo & City lines each day. Careful experiences of other world metros in consideration of the delivery method and retro-fitting legacy lines with fully line modernisation sequence is therefore automatic systems highlight the required to make the biggest strides in opportunity to introduce higher levels of growing capacity. automation on the deep Tube lines during The challenge is to develop an the life of the upgraded system. implementation strategy for this work, The challenge is to determine whether referred to as a Migration Strategy, technology advancements now being comprising a pre-determined number of introduced by other world metros could operational states through which the be applied on the deep Tube lines to railway “migrates” to maximise the enable safe and reliable fully-automatic efficiency of the project, whilst train operation. minimising the impact on customers.

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Summary of feasibility activities

The NTfL feasibility study challenges are which discharges energy in the form of closely inter-related. Therefore, their heat into the tunnels as a by-product. analysis required a comprehensive, Consideration must therefore be given to system-engineered design process. implementing infrastructure cooling For example, delivering increased solutions to ensure the tunnel and capacity is a key programme objective. platform environments remain However, the effort to achieve this acceptable. objective should not jeopardise achieving These can be complex in their own right, others – e.g. increasing reliability. so feasibility studies for implementation Therefore, the intrinsic capability of the were carried out and iterated through the existing infrastructure has to be overall system design. understood, along with the impacts of incremental changes that can be made to London Underground has many years of improve this capability. experience of delivering large complex engineering programmes. Lessons learned The natural consequence of increasing from this experience have provided capacity is an increase in energy demand. opportunities for continuous Additional demand for energy is offset by improvement in approaches and optimising its use through the practices. NTfL has also drawn on implementation of recognised strategies external best practice guidance (for previously deployed on London example from The Royal Academy of Underground. These include regenerative Engineering and other external expert braking and new technologies to further guidance from BAe Systems) to define increase system receptivity and energy the approach it would take to engineering recovery. during the feasibility phase. Deploying all of these strategies will not This approach was captured in a fully mitigate the increase in energy framework called the Railway Level demand due to the substantial increase in Design Management Framework (RLDMF). capacity. Without mitigation measures, there will be a consequential increase in The key feature of the framework was to tunnel and platform temperatures due to coordinate the iterative development of the increase in energy utilisation. This is many work streams of activities whilst further reinforced by implementing maintaining an overall integrated systems saloon cooling (a programme objective) approach. This was achieved by maturing the understanding of key critical design

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features, such as capacity and energy The NTfL Integrated Programme Team utilisation, of the overall system. Through (IPT) has managed a comprehensive effective design review processes it was schedule of activities to determine the possible to determine when sufficient right balance of outcomes to optimise maturity had been achieved to derive a the business case benefits, including: reliable outcome to the study (see  Surveys diagram below).  Supplier studies The output of the work is an overall  Internal design activities concept design of the changes we intend  Academic research to make to the railway to achieve the  Engineering simulation required outcomes. This is reflected in an  Strategic planning and modelling operational concept with a physical  Benchmarking with comparable metros architecture, determining the changes The following sections present the key alongside required assumptions made in findings against the study challenges. achieving the changes. This forms the basis of the requirements that will be taken forward into further design development and technical specifications for procurement.

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Summary of feasibility activities

Capacity – rolling stock

Modern rolling stock has a higher • Customers can move through the train performance capability than the existing so they are in the optimal section of trains with better acceleration and the train at their destination station, braking characteristics. These can reduce thus reducing the time spent exiting journey times and enable a higher the system frequency service to be operated from a • The provision of a more continuous given fleet size. Higher performance open space within the vehicle capability is a core feature of a train improves security and reduces the system upgrade, and one which has been opportunity for antisocial behaviour achieved on several Underground lines Provision of through gangways on a Tube over the past two decades. train with traditional configuration is very The Feasibility Stage has investigated difficult, if not impossible, due to the provision of more novel features for Tube dynamic behaviour of the vehicles. Tight trains, such as open, wide gangways. curves, in particular, lead to large relative These would offer a number of benefits movements between vehicles ends. This to customers as follows: means an inter-car gangway would not be possible without removing doors at the • Additional capacity is provided with improved configurations, including end of the carriages, due to the length of walk-through rather than separate the gangway which would be required. carriages, creating more floor area as NTfL has identified that it is possible to compared with traditional designs provide an inter-car gangway by altering • Customers can easily transfer between the Tube train design to incorporate an carriages, meaning customers can articulated configuration with more, distribute throughout the train, shorter carriages. By positioning the avoiding busier carriages where vehicle bogies under the ends of two possible. This in turn, will help to adjoining cars, the relative vertical and reduce dwell times as a more evenly lateral movement of the carriage ends is loaded train enables quicker boarding significantly reduced. This enables a and alighting shorter, wide gangway to be fitted

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without loss of train capacity or a platforms and sidings to inform the reduction in the number of doors. constraints on train dimensions for each The repositioning of the bogies allows all of the NTfL lines. Train length is a critical train doors to be double doors. Double design parameter. Increasing length doors allow for rapid access and egress, improves the capacity of the train, generating customer benefits, but also which reduces dwell times. Controlling dwell times becomes a dominant factor increases the modifications required to for achieving high frequency service existing infrastructure which can be levels, due to reduced intervals between costly and disruptive. trains. To ensure that the configuration is Laboratory trials with University College future-proofed, provision for installation London at their PAMELA (Pedestrian of Platform Edge Doors (PEDs) on Accessibility and Movement Environment platforms is required. PEDs determine the Laboratory) facility were used to gather position of the end doors of the train. data which supported existing empirical This analysis confirmed the fixed information on the impact of train and maximum dimensions for train length and platform features (such as door size, door spacing for each of the deep Tube stand backs, seat types and platform lines to inform the design and edge doors) on dwell times. The outputs procurement of the new rolling stock. of these trials were used to inform train design options and evaluation of different configurations.

Detailed surveys were made of the existing infrastructure, including tunnels,

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Summary of feasibility activities Capacity – signalling and control

Modern, automated metros require a delivered on the Victoria, Jubilee and higher level of control capability to Northern lines in recent years. facilitate remote monitoring and NTfL will therefore replace the existing management of the train service and its signalling and train control systems in supporting assets and systems. For the order to achieve the increases in service NTfL line modernisations, a fully- frequency necessary to deliver the integrated Railway Control System (RCS) required capacity enhancements. is envisaged comprising: The Feasibility Stage looked in more  Signalling and train control - including detail at wider railway control elements. vital signalling and communications Multiple independent systems are already systems required for real time mature, but moving from disparate movement control of train services systems to fully-integrated functionality -  Operational Control Systems (OCS) - in line with modern operational control supporting functions for efficient philosophy - will represent an operation and maintenance (e.g. enhancement to London Underground’s condition monitoring, maintenance current line management capability. management, staff management, Engagement with suppliers, other degraded mode operation control, operators and internal stakeholders has traction and ventilation control, indicated that at least two discrete security and customer flow communication networks should be management) deployed to deliver the NTfL  Independent communications - high requirements. One will be a vital bandwidth telecommunications to signalling and train control network. The support fully-automatic operation with other will be a non-signalling audio and visual links between the (independent communications) network train and the control centre to support all other business and railway Anticipated increases in customer information. numbers drives a need for longer dwell Based on the information available today, times. Without intervention, a larger provision of a network to satisfy the data number of customers would reduce the transfer needs is feasible but very high number of trains per hour that could bandwidth needs are a limitation. To serve the line. Modern signalling and train determine the feasibility of utilising an control systems can help to offset this by integrated railway control and enabling trains to safely operate at closer communications system, it was intervals as has been successfully necessary to examine ‘communications

New Tube for London - Feasibility Stage Summary 19

connectivity’, the most significant change  Changes in tunnel geometry (e.g. for which is the required increase in cross-over caverns) cause signal loss quantity and quality of train-to-wayside  2.4GHz propagates up to 400m communications. This required  5.8GHz propagates less than 200m consideration of:  The train in the tunnel creates a

 Higher availability and higher blockage for signal propagation bandwidth communications As part of the propagation trial, high  Data prioritisation: to maximise definition video was successfully network capacity transmitted in the tunnel at distances of  Approach for main or backup signalling up to 200m. and control data transmission The trial has confirmed London  Minimising trackside equipment to Underground’s understanding of wireless reduce whole life costs propagation in the deep Tube tunnel  Higher degrees of network and system environment. The resulting propagation Reliability, Availability, Maintainability, model was then applied to the Bakerloo Safety (RAMS) and Security line, to establish typical equipment Early supplier engagement identified their requirements for line wide network preference for the use of proprietary application. radio operating at 2.4GHz or 5.8 GHz for This confirmed that should a higher control communications. As this propagation frequency, such as 5.8GHz, capability is not yet deployed within the be used there would be a potential need Underground environment, a trial was for higher wayside equipment count in commissioned to understand the physics the tightly curved deep Tube tunnel of wireless propagation in the cast iron infrastructure. deep Tube tunnel environment. The studies considered current and The trial tested single-path and multi- emerging communications technologies path losses as well as ground reflection and concluded that given the rapid pace effects in the disused tunnel between of evolution in this sector, London Holborn and Aldwych, which was Underground will continue to keep an identified as being representative of the ongoing technology watch on NTfL lines’ target environment. developments. Future specifications, The trial concluded that radio frequency prior to procurement, will be informed by propagation within the tunnel follows a these developments. predictable model, and that:

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S ummary of feasibility activities

Capacity – infrastructure

To support increases in capacity, a Managing Tunnel Temperatures number of significant enhancements to section. the infrastructure are required, as • Track - The track infrastructure, quality follows: and configuration will need to be • Power - London Underground has a enhanced to support the significant comprehensive traction power increase in mileage expected such that distribution network that needs to be it can be adequately maintained within enhanced to deliver the increased the available access. capacity demands. The power supply An important element of this is the infrastructure feeding the NTfL lines Wheel- Rail Interface (WRI), which was predominately installed in the considers the interaction of the train 1960s and 1970s. Therefore the plant and track in terms of performance and items are generally reaching the end of adhesion, ride and wear and tear. their economic lives. The NTfL study Bogie design studies have been carried considered the necessary scale and out to consider the application of low scope of a power infrastructure track force bogies on an articulated upgrade required. A substantial train configuration. NTfL has engaged upgrade is proposed, which will the University of Huddersfield to address asset renewal (e.g. undertake academic research and replacement of transformer rectifiers) specialist modelling support in this and provide the additional capacity area. needed for operation of faster, more frequent and more reliable services. Power enhancements will also be needed to meet the requirements of a modern railway control system. The solution will also include upgrading of cables, switchboards, batteries and chargers, power system control and auxiliary transformers. The overall power solution includes consideration of the most efficient means of power transmission to and between trains, which is covered in the

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The ultimate choice of bogie design Key lessons learnt from prior London and vehicle articulation will be based Underground and other railway depot on analysis of the conflicting projects are informing the detailed requirements of underframe space, plans for the NTfL depots. Examples gauging, gangway arrangement and include efficient utilisation of existing acceptable levels of track wear. assets, consideration of all interfaces and full system integration during the • Depots and stabling – Existing depot facilities will require significant ’migration‘ from existing trains and modifications to support an increased facilities through to new trains and fleet size as well as the facilities new or amended facilities. necessary to maintain a modern train. Additional stabling capacity will be NTfL has considered a range of depot required on some of the lines to strategies, including combining depots enable increased fleet size. for multiple lines, building new depots • Civils - Specific capacity pinch points on green-field sites and developing have been identified through extensive existing depots to be fit for the modelling to determine which, if any, maintenance of the NTfL train fleet. have a case to be removed. Amongst a number of measures expected, will be localised tunnel modifications to relieve the constraints imposed by the historic civil infrastructure, which act as a limiting factor on performance.

Given limited availability of affordable green-field sites in greater London, the line specific requirements for depot facilities and the need for efficient access to the operational railway the strategy is to redevelop existing line- specific depot facilities, where possible.

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Summary of feasibility activities

Capacity – modelling

A multi-stage modelling process was each London Underground line. undertaken to reach a combined view of 3) Railway Engineering Simulator (RES): railway performance and post-upgrade this model assesses the system demand levels, to determine the optimal performance of an Underground line capacity to be delivered (see diagram based on the design parameters of the below). Four main capacity modelling train, signalling and infrastructure. It stages were completed: produces performance outputs such as run times and available service 1) London Transport Studies (LTS): a TfL- owned transport model that takes headways, which can also be used for forecast population and employment power, energy and cooling modelling. data from the GLA together with 4) Train Service Model (TSM): this model assumptions of land use and transport simulates the post-upgrade railway to network provision, and produces understand the interactions between estimates of public and private the technical capability of the transport usage by mode of transport. modernised railway (fed from RES) and forecasts of customer numbers on the 2) Railplan: this model takes the public transport demand forecast from LTS lines post-upgrade (fed from Railplan and allocates or ‘assigns’ it between and LTS). This has enabled the optimal the different possible routes and capacity provision to be understood modes, to optimise total customer and line-specific targets to be set. journey time. It produces assignments of demand for given future years, for Train different levels of planned service across all modes of Public Transport, Railway Engineering including estimates of the number of Signalling Simulator (LU line performance) customers using

Infrastructure Line Land Use Performance

Population London Transport Railplan Studies Transport Train Service Model (strategic public Line Demand (strategic land use and Demand (LU line simulation) transport) transport) Employment

Transport Network New Tube for London - Feasibility Stage Summary 23

Summary of feasibility activities Saloon air-cooling

Conventional Tube train design cannot Underground to conclude that a saloon accommodate air cooling equipment cooling system could be fitted onto the without taking up customer capacity in new train within the space, weight, the vehicle interior since there is energy and capital cost assumptions insufficient space available on the vehicle envisaged for the new train. The key underframe for the air cooling modules. requirement to create space on the The traditional rolling stock approach of vehicle underframe can be met by altering placing this equipment in the roof space the train configuration to be ‘articulated’ is not viable on Tube trains given the which reduces the number of bogies tunnel size and the need for sufficient required along the length of the train. headroom for standing customers. The consequence of discharging waste Detailed development studies have heat energy into the tunnels has been determined the viability of configuring assessed and taken into consideration in and reducing the size of the equipment the overall system design. This is covered such that it can be both accommodated in more detail in the following section on and maintained. A concept design study Managing Tunnel Temperatures. was carried out and this has provided sufficient information for London

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Comprehensive and ongoing dialogue less heat to be discharged into the with train manufacturers has given tunnels and Underground stations, which confidence that we can include would potentially reduce the need for requirements for saloon cooling as part infrastructure cooling and/or reduce of the train procurement. temperatures. Work continues to confirm the viability of including this novel type of cooling system in the specification for Benchmark Finding: Air cooling is new train procurement. common on modern trains with

systems typically located in roof spaces. The challenge for NTfL is to apply this standard industry functionality in the constrained environment using under-floor modules, and managing dissipated heat in the tunnels.

Studies completed to date have been based on ’conventional’ cooling systems which use refrigerants to cool air which is then pumped into the saloon. As a minimum, conventional cooling will be specified in new train procurement. NTfL is continuing studies into alternative “hybrid” cooling systems as a potential adaptation of conventional saloon cooling. Hybrid systems allow generation and storage of thermal energy whilst trains are operating outside of tunnels. This store is then used to cool the air for circulation in the saloons when the trains operate in the tunnels (the areas of the line where customer comfort levels can be most improved). This would enable

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Summary of feasibility activities

Managing tunnel temperatures

The original design of the Edwardian deep extra low loss rails. Adopting these Tube tunnel infrastructure did not strategies has been shown to increase address ventilation such that it could be energy efficiency by up to 30 per cent. scaled for current demand. When NTfL has also instigated a trial of an originally built, the ground around the inverting substation on the Victoria line tunnels varied with seasonal changes in to determine if this technology has a role temperature. Over time the ground has to play in the NTfL power solution. The become permanently heated. Any trial is ongoing and due to report during increases in temperature are the current programme stage. consequently difficult to mitigate; a unique challenge for London Infrastructure - If unmitigated, there will Underground. be consequential increases in tunnel and platform temperatures caused by higher The overriding principle is to avoid energy utilisation and fitment of saloon generating waste heat as far as is cooling on the trains. The train air cooling practical. London Underground has discharges energy in the form of heat into successfully deployed strategies to the tunnels as a by-product of the optimise energy use in an attempt to do cooling. so. The following elements have been considered in the overall design: Consideration must therefore be given to implementing infrastructure cooling Train - Maximising the use of regenerative solutions, such as the over-platform air braking, thus avoiding the braking energy handling units shown below, to ensure being dissipated as heat by either friction the tunnel and platform temperatures or resistor grids. More sophisticated train remain acceptable for our customers. regulation systems can exploit opportunities for more energy efficient run profiles. Transmission - Increasing the traction supply voltage to 750 Volts helps reduce losses, along with increasing the regenerative voltage and current. Re- sectionalisation of the network increases the probability of energy recovery by a receiving train. The conductor rails can also be replaced by modern composite

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The Railway Engineering Simulator (RES) The graph below illustrates the TVM was used to provide a forecast of energy modelling process for the Piccadilly line. In usage in tunnel sections. This was then summary, summer season platform applied in comprehensive Tunnel temperatures can be managed to similar Ventilation Model (TVM) simulations, to levels as pre-upgrade. Delivery of energy predict the temperatures within the efficiency features in the train (such as tunnels and stations and the consequential regenerative braking capability), and environment in the train saloon given station and tunnel cooling schemes (such energy and heat emitted by the train as new Platform Air Handling Units) will service, tunnel temperatures and forecasts help to reduce platform temperatures, of customer numbers and climate which would otherwise increase due to the conditions. This analysis included provision of saloon air-cooling, and faster Computational Fluid Dynamic (CFD) and more frequent services. simulation to assess the mixing of air In addition, provision of saloon cooling will between the track-way and platform which result in a step-change reduction in is caused by the movement of the trains summer season train saloon temperatures. through the Tube tunnels.

New train Faster and Station and with more tunnel Current regenerative Saloon frequent cooling train braking cooling services schemes

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Summary of feasibility activities

Higher levels of automation

NTfL line upgrades will deliver new train to huge improvements in customer systems for operation over at least the service and efficiency. next 40 years, and consequently require London Underground now operates the the system to be future-proofed with the Jubilee, Central, Victoria and Northern capability for fully- automatic operation. Lines in automatic mode where the speed The renewal of train systems provides of the trains, the distance between them, the opportunity to build in the capability their acceleration and braking for higher levels of automation. The new performance are under computer control. assets and systems will provide detailed information about their status which combined with enhanced levels of Benchmark Finding: Fully Automatic situational awareness of the railway will operation is proven, scalable and allow more informed operational decision adaptable to a variety of metro making and enhanced levels of predictive environments and is a growing reality and preventative maintenance. in the industry. Globally, over 100 examples of existing or planned fully automatic lines are known. Benchmark Finding: Industry trends and the plans of other metros support increasing levels of predictive This enables a much higher level of maintenance, and the programme service consistency to be achieved plans to investigate further the compared to those lines with manually maintenance techniques being driven trains. adopted by other leading metros. Worldwide, Metro operators have followed London Underground’s early lead and adopted automatic train control London Underground has a long history systems to improve service capacity and of technology-enabled change from the operating efficiency. With the advent of world’s first Underground electric railway new technologies many new metros are in 1890, the introduction of air-operated now being built for fully-automatic train doors in the 1920s (which allowed train operation where all train movements and operation by just a driver and a guard) to door operation are under the control of the Victoria line which opened in 1967 as the system. This improves reliability by the world’s first automatically controlled the elimination of human variability and railway (with one person operation). errors. It also allows much greater These pioneering developments have led

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flexibility of operations since the Platform to Train Interface - The area of scheduling of trains for service can be highest risk in London Underground’s decoupled from the planning and operation is the Platform-Train Interface rostering of train operators’ duties. (PTI). Assessment has determined that The NTfL programme can provide the physical barriers (e.g. Platform-Edge Doors) would be required to effectively and reliably capability for this level of automation for use as required during the lifetime of the manage the PTI under fully-automated upgraded system. operation.

The key changes that would be required Benchmark Finding: PEDs are the to enable this functionality are: dominant track protection system for Train - The train design includes focus on modern fully automatic railways, with significantly reducing the probability of very few operating without them extended delays between stations by (those that do are predominantly increasing the reliability of components older systems). and increased automatic handling of defects. Real time information about train Platform Edge Doors - the NTfL health will be available with remote Feasibility Study evaluated both full diagnostics, without the need for height Platform Edge Doors (PEDs) as operator intervention. installed on parts of the , and Open Section Security - Enhancements to half height Passenger Safety Gates (PSGs) track or guide-way security in the open as installed on Paris Line 1, and sections are required. Investigations have concluded that full-height PEDs offer the found that the key areas which may best solution for NTfL. require enhancement are as follows:

 Upgrade of some boundary fencing and provision of appropriate barriers between NTfL and adjacent rail lines  Review of landscaping and vegetation management  Review of bridge and tunnel parapets and caging  Identification of site-specific measures to prevent trespass or incursion

New Tube for London - Feasibility Stage Summary 29

Data confirmed that PEDs offer at least tested headers reduce the time double the reliability of PSGs based on their requirements, but not to the point where a simpler design which incorporates fewer doorway can be assembled and components. The simplicity and robustness commissioned during engineering hours. of the door guidance systems of PEDs is Over the last few years some manufacturers also known to be a contributor to the have developed and successfully installed increased reliability compared to PSGs. modular PED systems specifically for fitment PEDs provide much greater integrity of during a 3.5 hour night time closure. From the separation of the platform and track door system perspective these are identical environment. No track intrusions have been to traditional PEDs, but they incorporate a recorded from platforms fitted with PEDs structural frame capable of resisting the on the Jubilee line. 1.7m high PSGs have not stresses associated with transportation and been proven to stop all track intrusion on installation. The doors are transported to site other metros. The lower height also leads to on engineering trains and installed onto the a greater number of false alarms where platforms utilising mechanical handling secondary detection is deployed to mitigate equipment mounted on the engineer’s the risk of entrapment on curved platforms. wagons. In addition, it is comparatively easier for Investigations have confirmed that full-height customers to drop rubbish over the top of a modular PEDs can be transported through the PSG which can have a negative impact on structure gauge of London Underground’s service reliability. smallest Tube tunnel using specially designed PED Installation - half height PSGs were wagons. developed for ease of retrofitting to existing platforms, and are supplied as factory assembled and tested modular units. These have successfully been retrofitted on other metros at a rate of two to three doorways per night within a typical three hour window. Doors are generally installed and commissioned in the same shift. Full height PEDs, as installed on the Jubilee line, have traditionally been built and tested on the platform, making them more suitable for new line construction. Preassembled and

30 New Tube for London - Feasibility Report

Obstacle detection trials - Extensive trials LIDAR scanner on trial at Bank were undertaken to understand the effectiveness of Obstacle Detection systems which could be used on an automated railway to ensure the safety of customers, maintenance and operating staff. Obstacle detection systems offer a potential means of mitigating the risk of incursion onto the track at stations, in tunnels and in open section areas as a possible alternative to PEDs. Such systems are in use as part of integrated control systems on other automated metros including Nuremberg. Four systems were trialled as follows: None of the detection systems trialled or considered on other metros, prevent the  Light Detection And Ranging (LIDAR) or hazard occurring, they only mitigate the laser scanners effects. By contrast, physical separation  RADAR radio frequency scanning units of the track would prevent accidental and  Video analytic systems deliberate track incursion so increasing  Ultrasonic transponders safety and reducing service affecting All of the trialled systems detected incidents. defined objects to varying degrees Although it is acknowledged that although none to a level that would technologies are developing rapidly, the support the reliability requirements of trial and industry/metro engagement NTfL. The predominant finding was that indicate that current detection whilst the technology is effective, a high technologies do not appear to offer a number of ‘false positives’ occurred (i.e. practical solution to PTI risk mitigation system alarming when no object, trapping with its particular infrastructure or dragging incident is replicated). When characteristics and demanding reliability linked to the Railway Control System, requirement. each occurrence would automatically stop the train with unacceptable service disruption impacts.

New Tube for London - Feasibility Stage Summary 31

The PED systems being considered by undertaken to better understand gap filler NTfL will require secondary detection at deployment cycle/timings and its impact on some curved platform locations to train service operation, as well as to identify ensure the gap between the PED and any abnormal behaviour caused by Train is clear prior to train dispatch. This prolonged intensive use, such as excessive is a much simpler scenario than noise, wear and other potential technical investigated during this trial. A scanning malfunctions. laser would appear to offer the best Gap filler module built for NTfL trial solution and is the system used on overseas metros with good reliability. Gap Fillers - Mechanical gap fillers were identified as an integral part of the platform- train interface (PTI) solution for the NTfL programme, as they will be necessary at various locations on the Piccadilly and Central lines where curved platforms result in large horizontal stepping distances. Analysis of the Piccadilly line identifies 14 platforms which will require around 100 mechanical gap fillers, based on working assumptions of the PTI concept design and

the candidate train design. Platform-based mechanical gap fillers have Accelerated life tests have been running so far been used in four metro systems without failure for approximately 3,000,000 worldwide, the most extensive use being in cycles to date, an equivalent of 15 years of Tokyo, where over 200 units have been operational life. The current reliability rate is installed in the last ten years. All four higher than the original target of five metros have had mechanical gap fillers service-years between failures. Testing with provided by different manufacturers. contaminants including railway dust, grit and sugary drinks has revealed no detrimental NTfL engaged a gap filler manufacturer to performance impacts. Tests continue to undertake a series of tests designed to accurately represent continuous rainfall prove the reliability and suitability of conditions at the appropriate volumes for mechanical gap fillers for use on the NTfL the accelerated testing regime. lines. In particular, these tests were

32 New Tube for London - Feasibility Report

Railway Control and Management -.The smoothly. With real time audio and visual feasibility study was focussed on the communication links to the trains and deployment of new technology to deliver stations, staff can take action in the a higher capacity, more reliable train event of disruption or incidents to ensure service. Best practice from benchmarking a swift response and recovery. studies of other metros around the world With staff duties no longer tied to the also highlighted the opportunity for timetable, it is much easier to respond to London Underground to consider new perturbations or sudden changes in and more flexible operations, made demand. This flexibility allows the train possible by the introduction of systems service to be increased at very short for higher levels of automation. notice for special events where more trains are required to deliver an enhanced Benchmark Finding: Metros have service. The automatic train control reported that higher levels of system needs to be extended to cover automation have allowed them to depot reception and stabling tracks to significantly improve their allow the automatic entry and exit of response to changes in customer trains to meet service requirements. demand – and are able to introduce special service at hours Automated metro systems demand very notice, rather than weeks. high levels of service reliability and asset availability to maintain high service levels Provision of the capability for fully- and meet capacity needs. This means that automatic train operation would allow the railway system overall must be highly train movement and normal operations reliable and resilient to failures which to be brought fully under the control of lead to service suspension or delay, and the train control system. It would also that the need for maintenance allow traditional operational roles to interventions when failures occur must become more flexible and customer- be reduced. facing. With a new control system, the Feasibility studies have confirmed that train service can be overseen and through the adoption of modern managed remotely from the Service diagnostics and communications and Control Centre where staff can monitor reporting systems, a ‘predict and prevent’ the state of the railway, the performance approach to system design and of the assets and the deployment of staff maintenance can be introduced to to keep the train service running support higher levels of reliability.

New Tube for London - Feasibility Stage Summary 33

Sub-systems can have the capability to A high level view of principles of a fully- continuously report their condition and coordinated railway control system is performance such that asset shown in the diagram below. This is maintenance activities can be predicted intended to show the type of information and scheduled ‘just in time’ to eliminate and data flow which modern control unnecessary periodic inspections and systems could provide for fully automatic prevent failures in service. Benchmarking operation. has highlighted the opportunities for reduced asset down-time by increased levels of modularity in design to enable defective sub-systems to be easily removed and replaced.

NTfL - RAILWAY CONTROL SYSTEM CONCEPT

RCS MANAGEMENT & CONTROL SYSTEMS DEPOT / Localised Control LEGACY EXTERNAL INTERFACES Depot Train Movement Depot Interfaces External Control Interfaces Legacy Interfaces Interfaces s U m L m n o o C N ta External Interfaces a D

Integrated Command & LU Staff Customer Control Member (outside NTfL) Passenger & Incident Monitoring STATION (inc CCTV) Information

Service and Fleet RCS Asset Performance LU Mgnt Comms Manager Mgnt LU LU SCADA Station Interfaces Operations Maintenance Resource (including for PEDs) Staff Member Staff Member Security Management

NTfL RCS Encompasses TRACKSIDE

Signalling & Train Control; Includes Automatic Train Systems O p Interfaces Control (ATC) e r A a t T i o C n a T l r LU Staff a Station Interfaces T i Trackside Trackside r n Members a / W i Signalling Interfaces n a Systems / y Interfaces W s Operational Control Systems i a d y e (OCS) s i d TRAIN e

ATC Communications

Supporting Communications

Note – this is a concept diagram, the precise scope and boundaries have yet to Train Interfaces Trainborne be determined. LU Mobile Staff Train Interfaces Including Live CCTV System

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Summary of feasibility activities

Project migration

An overarching Generic Migration whilst minimising customer impacts Strategy was developed which could be  Replacement of existing service trains applied to any of the NTfL lines, to form with new trains should be a gradual the basis for Line Specific Migration process, to ensure service continuity, Strategies. These documents will then resulting in a period when there are form the basis for development of both existing and new trains operating detailed requirements and plans for each in service at the same time line implementation. The aim of the  Increases in services levels (trains per strategy is to align the high level hour) should occur after the line is implementation phases of numerous operating a full fleet of new trains; i.e. workstreams required to upgrade the once the constraints on performance railway in such a way that interim states and efficient energy consumption can be defined and validated. which existing trains impose (lower A number of key principles emerged from voltage and no regenerative braking) this exercise, either derived from specific have been removed technical requirements / engineering  Platform Edge Doors cannot be constraints, or application of lessons installed until all existing trains have learnt on similar projects implemented by been withdrawn due to differences in LU and other leading metros, as follows: door spacing between new and existing trains  If possible new trains should operate  The line will not be capable of fully- on new signalling from the outset to automated operation until Platform minimise train configuration stages Edge Doors are installed  An initial phase of testing should occur on the railway, but outside of traffic The resultant generic migration strategy, hours to gain real railway interface with seven stages of implementation is experience shown in the diagram below. 6 7 NTfL Generic Railway Migration Strategy Increases in trains per hour and 1 2 3 4 5 faster run times New trains in All new trains 1st new train 1st new train New signalling service (old in service (all (overnight (daytime commissioned trains being old trains testing) testing) replaced) withdrawn) Line capable Platform Edge of fully Doors automated installation operation

New Tube for London - Feasibility Stage Summary 35

Feasibility outcomes

The New Tube for London Feasibility Study Capacity - Greater capacity, up to 60 per has determined that a world class cent on the Piccadilly line, will be modernisation of the remaining deep Tube delivered to cater for London’s growth. lines is possible and that all of the key Platforms - The platform experience will challenges under consideration as part of be transformed at the majority of the the programme can be overcome. stations on these lines with full platform A railway level system concept design has to train level access and Platform Edge highlighted how a high capacity modern Doors, providing modern and safer metro service can be achieved in spite of waiting environment. the constraints imposed by the deep Temperature - Station cooling will also be Tube Edwardian infrastructure. Line implemented at a number of sites specific variations are expected to deal providing a cooler temperature for with unique structural factors on some of customers waiting on platforms. the lines but the core premise will remain similar: Reliability - High levels of reliability are being targeted based on benchmarking New Tube for London - At the heart of with other world class metros. An NTfL the design is the New Tube for London upgrade target of 5 incidents per million train concept which represents an car kilometres has been selected for the evolution of traditional Tube train system design. configuration such that walk-through, air- cooled customer saloons can be The following sections step through achieved. elements of the potential NTfL outcome which customers could experience during Quicker journeys - Customers will the coming decades. experience significant improvements in journey times due to faster and more frequent services.

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Feasibility outcomes

Functional concept

The New Tube for London will build on the success of the London Underground S-Stock and Overground Class 378 trains, which have enhanced the customer experience through provision of through gangways and saloon air-cooling. Our extensive feasibility investigations have demonstrated these features to be viable in the deep Tube environment as part of the NTfL train concept, which would offer:

 A 10 per cent capacity increase over an equivalent length conventional train design  Fewer bogies, thus reducing overall train weight and energy consumption;  Under-frame space for fitment of saloon air cooling systems  A fully walk-through saloon to reduce crowding in the busiest carriages; Key benefits of NTfL Conventional New Tube for  Accessibility concept Tube Train London *  All double doorways to improve boarding and alighting times Number of cars 7 10 Number of seats 238 Up to 248 (+4%) Extensive engagement has taken place Standing spaces (at with train manufacturers to confirm the 501 566 (+13%) 4/m2) viability of these elements of Tube train Estimated total design. 739 814 (+10%) capacity per train This has been positively received and Space for air-cooling No Yes industry now has a high level of units confidence in offering these features as in Walk through train No Yes response to the NTfL train procurement. All double-leaf doors No Yes

* Indicative design for Piccadilly line

New Tube for London - Feasibility Stage Summary 37

Feasibility outcomes

Design concept

The feasibility study included a design This stage verified the engineering data exploration with industrial designers to and physical dimensions to ensure that develop a concept or reference design to the requirements were established for inform procurement specifications. reference trailer and driving cars. This A study was commissioned and awarded included: to industrial designers PriestmanGoode  The physical outer shell dimensions to develop, with TfL, a concept of the  The door dimensions and capacity look and feel of the interior and exterior requirements of a new deep Tube train.  Human factors This concept design was created within  Railway Vehicle Accessibility the constraints of existing infrastructure Regulations (RVAR) requirements and reviewed the best configuration and  Customer information systems design from customer and operational including placement, sizes and number points of view. of structure apertures  Ventilation grilles for cooling and The study was organised and delivered in heating three distinct stages: research, concept design and design development. These elements culminated in a finalised industrial design concept. Stage 1: Research

38 New Tube for London - Feasibility Report

Stage 2: Concept The design ethos was aligned with work In this stage three options emerged for taking place across TfL to deliver a more the car interior and exterior. The design encompassing ‘look and feel’ to aspects discussions clarified the best layouts and of, for example, station, uniform and elevations in order to deliver a functional, product design. The majority of Stage 3 coherent interior. was focussed on the interior of the train, including: Consideration was given to the dimensions and layout of windows and  Lighting, floor finish and colour palette the integration of air cooling equipment.  Seating moquette and arm rests  Customer information displays Stage 3: Design development  Gangway This stage captured the key design  Grab pole elements that are considered timeless The ultimate design for manufacture will and highly-functional design features. be influenced by the engineering These distinctive elements captured the elements of the selected supplier’s train. ‘design DNA’ of London Underground and enabled the design to develop The following pages show exterior and beyond the most recently acquired trains. interior images resulting from the design process to date.

New Tube for London - Feasibility Stage Summary 39

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Feasibility outcomes

Time savings and capacity improvements

A high frequency fast service is possible Off-peak services - would also be on all of these lines post-upgrade which increased, complementing the high peak will generate a step-change improvement services, and, on the Piccadilly and in the number of customer spaces and Central lines, 24 hour running on Friday journey times. and Saturday nights. Piccadilly and Central - peak period Forecast peak services are expected to operate at Line capacity increase between 33 and 36 trains per hour in central London (a train nearly every 90 Piccadilly 60%+ seconds, which would approach the most frequent metro service operated globally, Bakerloo 25%+ in spite of our constrained infrastructure). Central 25%+ Bakerloo - a peak service of around 27 trains per hour is expected. This is W&C Up to 50% equivalent of a train nearly every 2

minutes, and although a lower service than proposed on the other lines, will be Journey times - Waiting and travelling a significant increase from today, times on the upgraded lines will reduce commensurate with future demand and too. As an illustration, on the Piccadilly crowding predictions on this line. line customers could experience following approximate reductions in Waterloo & City - A 30 trains per hour typical journey times (including waiting peak service could be offered on the time): Waterloo & City line with remodelling of the track layout at Waterloo, although Heathrow - Leicester Square 7 mins further investigations continue to confirm Hounslow - King’s Cross 6 mins the operability of such a high frequency Finsbury Park - Hammersmith 6 mins of service on this constrained line.

46 New Tube for London - Feasibility Stage Summary

Feasibility outcomes

Service patterns

The feasibility study included a review of customers on those branches. In order the strategic function of each line. to achieve this, Chiswick Park platforms On the Piccadilly line, this involved would need to be relocated to the consideration of a number of Richmond branch of the District line. opportunities to ensure that the service This would increase the number of trains offering in west London is optimised for stopping at this station from the current the long-term. The feasibility study 6-7tph to 12-15tph. concluded the following: Turnham Green - In conjunction with Rayners Lane to Uxbridge - Both the this change, Piccadilly line trains will Piccadilly and Metropolitan lines should stop at Turnham Green throughout the continue to serve the section between traffic day post-upgrade, increasing the Uxbridge and Rayners Lane. Curtailing peak tph at this station from the current either line at Rayners Lane or more radical 12-13tph to upwards of 40tph. options to extend the District line from Acton Town to Uxbridge in place of the Piccadilly cannot be justified.

Bakerloo - Similarly, the strategic role of the Bakerloo line and London Overground services in North West London were Ealing Broadway - The Ealing Broadway considered as part of the feasibility branch of the District line could in future study. The conclusions of this work were be served by the Piccadilly line. The to retain the current service patterns on Piccadilly line upgrade would provide both these services, as a case for change sufficient train paths through central was not found. London to enable this change, which Whilst not directly delivering it, the would allow a significant uplift in District upgrade of the Bakerloo line will allow for line services to Richmond and a southern extension of the line should Wimbledon, greatly benefiting this be progressed in the future.

New Tube for London - Feasibility Stage Summary 47

Feasibility outcomes

The platform experience

NTfL can transform the platform experience for customers. Not only can waiting times be reduced significantly but the waiting environment can be improved too. It is expected that ultimately Platform Edge Doors (PEDs) will be implemented on the majority of platforms served by the New Tube for London. This will provide a safer and more modern space for customers who are waiting for their trains, much like that provided on the trains with different door spacings and underground stations on the Jubilee line floor heights. extension. At platforms to be fitted with PEDs, PEDs cannot be implemented in the initial platform heights would be raised or stages of the modernisation as they have lowered to create level access between specific door spacing to match the trains the platform and the train at all in service, and during the introduction of doorways. the new trains, two different stock types

(existing and new) will be in operation on the lines. Hence PEDs would be installed At platforms where curvature results in after all of the existing trains have been an increased horizontal gap between the withdrawn. train and the platform, mechanical “gap fillers” are expected to be used. These Platform Edge Doors are not suitable for are metal extensions of the platform the Bakerloo line between Kensal Green which move out to fill the gap between and Harrow & Wealdstone or the the train and platform on curved Piccadilly line between Rayners Lane and platforms after the train arrives, Uxbridge where Tube trains will continue retracting before it then departs. to share platforms with larger gauge

48 New Tube for London - Feasibility Stage Summary

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Conclusions

A comprehensive Feasibility Study has On the Piccadilly line, between Rayners been carried out for the upgrade of the Lane and Uxbridge, and significant remaining deep Tube lines. proportions of Bakerloo line (where Modernisation of the Piccadilly line will platforms are shared with larger gauge deliver the greatest capacity uplift and trains) PEDs cannot be fitted; fully journey time savings. It therefore should automatic operation is not considered be the first major line for deployment of feasible on these parts of the network. the New Tube for London. Work continues apace to implement Bakerloo and Central line modernisation these line upgrades at the earliest will follow, with the current expectation possible date, delivering significant that the Bakerloo line will be second, to benefits to customers of these deep complete the replacement of London Tube lines. Underground’s oldest rolling stock. The next steps are currently as follows: The Waterloo & City line will probably be 2015 New Tube for London rolling modernised alongside the Central line, stock Invitation to Tender to be however consideration is being given to issued using this line as part of the trialling and 2016 New Tube for London rolling testing plan for the NTfL concept. This stock contract to be awarded would mean earlier modernisation alongside the Piccadilly line. 2019 Railway Control System installation on Piccadilly line The programme expects to deliver saloon begins air-cooling for customers in London’s deep Tube tunnels for the first time. 2022 First new train delivered for pre- production testing High capacity, walk-through trains will be procured and introduced. Additionally, 2023 First new train in service the system can be designed with the 2025 Piccadilly line capacity capability for fully-automatic operation, enhancements begin should this mode of operation be needed

in the future.

50 New Tube for London - Feasibility Stage Summary

NTfL proposes to work towards the following outcomes when modernising the Bakerloo, Central, Piccadilly and Waterloo & City lines:

Piccadilly line A peak service level of 33-36tph, with air-cooled, walk-through Tube trains, by 2025, over the current line geography, and possibly the Ealing Broadway branch currently served by the District line. The line will have PEDs and be capable of fully- automatic operation (except between Rayners Lane and Uxbridge).

Bakerloo line A peak service level of 27tph with air-cooled, walk-through Tube trains by 2027.

Central line A peak service level of 33-36tph, with air-cooled, walk-through Tube trains by 2032. The line will have PEDs and be capable of fully automatic operation.

Waterloo & City line A peak service level of up to 30tph, with air-cooled, walk-through Tube trains by 2032. *The line will have PEDs and be capable of fully-automatic operation.

* Subject to the role of W&C in the NTfL trialling and testing plan

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List of Figures and Images Page Description Cover Three of the proposed New Tube for London trains in depot 7 Network map showing forecast London Underground peak hour crowding in 2021, with committed upgrades due to be in place by that date 8 Photograph of deep Tube tunnel shield construction method Photograph of a typical deep Tube station soon after construction in the early 1900s 9 Bakerloo line 1972 Tube stock Piccadilly line 1973 Tube stock Central line 1992 Tube stock 11 Photograph of a Jubilee line platform 12 Network map highlighting the NTfL lines 14 Paris Line 1, fully automatic operation showing train and Platform Screen Gates Paris Line 1, fully automatic operation showing Service Control Centre 16 NTfL Railway Level Design Process to be updated 17 Profile of New Tube for London concept train 18 Photograph of dwell time study being carried out at UCL PAMELA facility 21 Typical deep tube tunnel, showing track and curvature 22 Aerial view of London Road depot on the Bakerloo line Northern line train demonstrating tight tunnel clearances 23 Flow chart of capacity modelling process 24 Plan and cut away of NTfL Tube car showing potential location of air cooling ducting 25 Potential installation of air cooling unit on vehicle under-frame 26 Existing Platform Air Handling Unit on the Victoria line 27 Chart showing net effect of upgrade elements on energy and temperature 29 Jubilee line platform with PEDs 30 Concept of overnight modular PED installation 31 Example obstacle detection LIDAR scanner on trial at Bank 32 Gap filler module built for NTfL accelerated life trials 34 Schematic of railway control system concept 35 Diagram of generic migration stages which could be applied to NTfL lines 36 Profile of New Tube for London concept train 37 Photograph of LU S Stock interior Photograph of London Overground class 378 38 NTfL design mix 39 NTfL design palette 40-41 Exterior shot of NTfL train concept 42-43 Interior image of NTfL train concept, showing walk-though configuration 44-45 Interior image of NTfL train concept, showing cool air flow and removal of warm air

52 New Tube for London - Feasibility Stage Summary

47 LU map showing Rayners Lane area LU map showing Chiswick area 48 Image of NTfL train at platform, showing level access 49 Image of NTfL platform with Platform Edge Doors and level access 51 Three of the proposed New Tube for London trains in depot

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